Landing Gear R 01

7/29/2019 Landing Gear R 01

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PT. METRO BATAVIADirectorate of Operational

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737-300/400

LANDING GEAR

NextMain Menu Quit
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Instrument Panels

Landing Gear Panel


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Landing Gear PanelLANDING GEAR Lever:UPRetract landing gear.

OFFHydraulic pressure is removed from the landinggear system.

DNExtend landing gear.


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Landing Gear PanelRed Landing Gear Indicator Lights:Illuminated Respective landing gear is not down and locked

when either or both forward thrust levers areretarded to idle.

Respective landing gear is in disagreement withLANDING GEAR lever, i.e. landing gear is in

transit or is unsafe.

ExtinguishedRespective landing gear is up and locked withLANDING GEAR lever UP or OFF.


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Landing Gear PanelGreen Landing Gear Indicator Lights:IlluminatedRespective landing gear is down and locked.

ExtinguishedRespective landing gear is not down and locked.

Note: Landing gear configuration warning horn isdeactivated with all landing gear down andlocked.

See picture ofmain gear and nose gear

indicator sensors
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Landing Gear PanelLANDING GEAR LIMIT Speed Placard:Indicates maximum speed when operating thelanding gear and after gear extension.

See closeup picture ofLANDING GEAR LIMIT

speed placard


7/56PT. METRO BATAVIADirectorate of Operational

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Landing Gear PanelLOCK OVERRIDE (Landing Gear Override) Trigger:PullBypasses the landing gear lever locking system.

Note: When the aircraft is on the ground, theair/ground sensing system engages the landinggear lever locking system and prevents the lever

from moving to the UP position. When the aircraftbecomes airborne, the air/ground sensing systemdisengages the landing gear lever locking systemwhich allows the lever to be moved from DN to UP.It is possible, however, for the air/ground sensingsystem to remain in the ground-mode eventhough the aircraft is in flight. In this case, thelocking system will remain engaged after takeoffand the landing gear lever will not move to the UPposition. Non-normal procedures may recommendpulling the landing gear override trigger to bypassthe locking system and consequently raise thegear (reference your company operations manual).


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Directorate of OperationalSlide 8 of 56

Manual Gear Extension




Manual Gear ExtensionManual Gear Extension Handles:If A system hydraulics is inoperative, the

landing gear may still be extended via the manualextension system. The manual gear extensionhandles are located in the flight deck floor, aft andto the left of the First Officers seat. When the

extension handles are pulled to their limit, the

respective gear will release from its lockedposition. Gravity and air loads will assist the gearin free-falling to the down and locked position.The main gear manual extension handles need tobe pulled out approximately 14 to 16 inches (35 to40 cm) with a force of about 60 pounds. The nosegear manual extension handle needs to be pulledout approximately 8 inches (20 cm) with a force ofabout 80 pounds. Down and locked verificationcan be made using the green landing gearindicator lights.

Note: LANDING GEAR lever must be in DN orOFF position to prevent hydraulic lockup duringmanual extension.




Main Gear Viewer




Main Gear Viewer

Plywood cover installed Plywood cover removed

The main gear viewer is located in the main cabin floor. It is opposite the third window that is aft of theoverwing exit, one foot left of center. After pulling back the carpet that is concealing the viewer, aplywood cover will be exposed and needs to be removed. The pilot will now position their eyes over theviewer. Two mirrors inside the viewer are used to ensure that the three red paint stripes on each maingear are visible and in horizontal alignment. It may be necessary to turn on the wheel well lights.

Note: Depending on the aircraft seat configuration, some viewers may be positioned under an aisle seat.




Main Gear Paint Stripes

The red paint stripes are located on the lower side strut of each main gear. When looking at themirrors in the main gear viewer, the three red paint stripes should be visible and in horizontalalignment. This is an indication that the respective main landing gear is down and locked.

See picture of maingear viewer mirrors
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Nose Gear Viewer


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Nose Gear Viewer

Cover plate closed Cover plate open

The nose gear viewer is located on the flight deck floor, just inside the door. Access to the viewer ismade by opening the cover plate. Under the cover plate is a small circular viewing window. As thepilot looks into the viewing window, two red arrow heads should be visible. If the two red arrowheads are facing each other and appear to be in alignment (in contact), the nose gear is down andlocked.


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Nose Gear Arrow Heads

One nose gear arrow head is located on the nose gear lock brace and the other arrow head is locatedon the nose gear lock link. When looking into the nose gear viewing window the two red arrowsshould be visible. If the two red arrow heads are facing each other and appear to be in alignment(in contact), the nose gear is down and locked. It may be necessary to turn on the wheel well lights.

See picture ofviewing window

in wheel well


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Instrument Panels

Autobrake Panel


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Autobrake Panel

AUTO BRAKE DISARM Light:Illuminated RTO is selected on the ground.

When RTO is selected on the ground, theAUTO BRAKE DISARM light will illuminatewhile the braking system performs a self-test.

One to two seconds later, the light willextinguish if the self-test was successful.

Manual brakes applied during RTO or landing. A fault exists in the automatic braking system. Antiskid has been selected off. Thrust levers are advanced during an RTO or

landing.

Landing made with RTO selected. SPEED BRAKE lever moved to DOWN detent

during an RTO or landing.

Extinguished Autobrakes armed. AUTO BRAKE select switch is positioned to OFF.


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Autobrake Panel

AUTO BRAKE Select Switch:OFFAutomatic braking system deactivated.

1, 2, 3, or MAXSelects desired deceleration rate for landing.

Note: Switch must be pulled-out to select MAXdeceleration.

RTO (Rejected Takeoff)At or above 90 knots during takeoff,automatically applies maximum brakepressure (3,000 psi) when thrust levers are

retarded to idle.


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Instrument Panels

Antiskid Panel


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Antiskid Panel

ANTI SKID INOP Light:Illuminated The antiskid fault monitoring system has

detected a system fault. Antiskid switch is OFF.

ExtinguishedAntiskid system is operating normally.


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Antiskid Panel

ANTISKID Control Switch:ON (guarded position) Provides power to the antiskid unit for both

inboard and outboard antiskid protection.

OFF

Disables the antiskid system. Illuminates the ANTI SKID INOP light. Illuminates the AUTO BRAKE DISARM light if

the autobrake system is armed.


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Instrument Panels

Hydraulic Brake Pressure Indicator


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Hydraulic Brake Pressure Indicator

HYD BRAKE PRESS Indicator:Indicates brake accumulator pressure. Normal accumulator pressure 3,000 psi Maximum accumulator pressure 3,500 psi Normal accumulator precharge pressure 1,000 psi

Note: The brake accumulator is attached to the aftwall in the main gear wheel well, aircraft right. Theaccumulator precharge is either compressed air ornitrogen.

See picture ofbrake accumulator


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Rudder/Brake Pedals

Rudder/Brake Pedals:Push full pedalTurns nose wheel up to 7 left or right of center.

Push top of pedal onlyActivates wheel brakes.

Note: See the Flight Controls presentation for adescription of the rudder.


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Control Stand

Parking Brake


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Parking Brake

PARKING BRAKE PULL Lever:Positioned forwardParking brake is released.

Pulled aftSets the parking brake when either Captains

or First Officers brake pedals are fullydepressed.


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Parking Brake

PARK BRAKE LIGHT:IlluminatedParking brake is set.

ExtinguishedParking brake is released.


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Instrument Panels

Nose Wheel Steering Switch

1

1AS INSTALLED


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Nose Wheel Steering Switch

NOSE WHEEL STEERING Switch:NORM (guarded position)Hydraulic system A is providing power for

the nose wheel steering system.

ALTHydraulic system B is providing power for

the nose wheel steering system.1

1AS INSTALLED


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Nose Wheel Steering Wheel


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Nose Wheel Steering Wheel:Rotate Turns nose wheel up to 78 left or right of center. Overrides rudder pedal steering.

Note: The nose wheel steering wheel is attached

to the side wall, left of the Captains controlcolumn. The steering wheel is also known as thetiller.


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Nose Wheel Steering Indicator:LEFTIndicates nose wheel steering displacement left ofcenter position.

CENTER

Normal straight ahead position.

RIGHTIndicates nose wheel steering displacement rightof center position.

This concludes the review of the Landing Gear controls and indicators.The next section will discuss the system in greater detail.

Click Nextto continue.


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Landing Gear Operation

The aircraft has two main landing gear and single nose gear. Each gear is equippedwith two tire and wheel assemblies. Each main gear wheel is fitted with disc-typehydraulic brakes which are modulated by the antiskid system. To absorb the impact onlanding, air-oil type shock struts are installed on all three gear. A system hydraulicssupplies power for normal retraction, extension, and nose wheel steering.

737-300/400 Hydraulic


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737 300/400 HydraulicSchematic (specific to landing gear)

A systemhydraulics

supplies powerfor normalretraction,

extension, andnose wheel

steering.

Bsystem pressure

A

system pressure

Supply

Standbysystem pressure

Case drainreturn

Electricpump

Motor

Hydraulic shutoff

Enginedrivenpump

A

systemreservoir

Return

No. 1fuel

tank

To reservoir Hydraulicheat

exchanger

Nose wheelsteering

Landing geartransfer unit

Landing gear

737-300/400 Hydraulic


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ySchematic (specific to landing gear

transfer unit)

A landing gear transfer unit is installed in the main gear wheel well. When all of thefollowing conditions exist, B system hydraulics will retract the landing gear via the

landing gear transfer unit: Airborne No. 1 engine drops below 56% N2 LANDING GEAR handle in the UP position Landing gear not up

When this becomes especially useful is during a loss of the No. 1 engine immediatelyafter takeoff. With the No. 1 engine inoperative, the A system engine driven pump is

also inoperative. Even though the A system electric pump is operating normally,the volume output of the pump is not great enough to raise the gear at a rate which isrequired during single engine operations. As the No. 1 engine N2 gauge drops below56%, the landing gear transfer unit will connect B system hydraulics to the landing

gear. B system will now raise the gear at a normal retraction rate.

Bsystem pressure

A

system pressure

Supply


Case drainreturn

Motor

Electricpump

Enginedrivenpump

Hydraulic shutoff

B

systemreservoir

Return

No. 2fuel

tank

To reservoirHydraulicheat

exchanger

Electricpump

Motor

Hydraulic shutoff

Enginedrivenpump

A

systemreservoir

Return

No. 1fuel

tank


exchanger

Nose wheelsteering

Landing geartransfer unit

Landing gear


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Slide 36 of 56


The main gear is locked in the down position by a folding lock strut, and held in the

up position by an uplock hook and uplock roller. When the LANDING GEAR lever is

moved to the UP position, the main gear retracts inboard into the main gear wheel well.During retraction, main gear wheel rotation is stopped by A system hydraulics via

the alternate brake metering valves. When the main gear is fully retracted, the doorsare faired with the fuselage. Rubber blade-type seals and oversized hubcaps completethe fairing of the outboard wheels.

See picture of

uplock hook anduplock roller


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The nose gear is locked in the up and down position by a folding lock strut. When the

LANDING GEAR lever is moved to the UP position, the nose gear retracts forward into thenose gear wheel well. As the gear retracts, nose gear wheel rotation is stopped by tirecontact with the snubbers. The snubbers are installed on the ceiling of the nose gearwheel well. The nose gear doors are mechanically linked to the nose gear and will fairwith the fuselage when the gear is fully retracted.

See picture ofsnubbers


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Brake System

The brake system includes a normal brake system, an alternate brake system, one brakeaccumulator, an autobrake system, antiskid protection, and a parking brake. Each main gearwheel has a multi-disc hydraulic powered brake. Four brake wear indicator pins are providedon each main gear to indicate when the brakes need to be replaced.

See picture of

one brakewear indicator pin.


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Brake System

Each brake is provided with pistons which actuate the brake when hydraulic pressure isapplied. The brake system is manually controlled by the the Captains or First Officers brake

pedals thru linkage and cables to the brake metering valve for each main gear. The intensity ofpressure established in the brakes varies directly with the amount of pedal force maintained.The nose gear wheels do not incorporate any type of braking system.

737-300/400 HydraulicB


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Schematic (specific to the normalbrake system)

B systemhydraulics

supplies power tothe normal

braking systemfor each maingear wheel.

Bsystem pressure

A

system pressure

Supply


Case drainreturn

Motor

Electricpump

Enginedrivenpump

Hydraulic shutoff

B

systemreservoir

Return

No. 2fuel

tank


exchanger

Normalbrakes

737-300/400 HydraulicS h i B


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Schematic (specific to the alternatebrake system)

If B hydraulicsystem loses

pressure, separatehydraulic lines are

utilized toautomatically

supply A

hydraulic systempressure to eachmain gear wheel.

This is known asalternate brakes Bsystem pressure

A

system pressure

Supply


Case drainreturn

Motor

Electricpump

Enginedrivenpump

Hydraulic shutoff

B

systemreservoir

Return

No. 2fuel

tank


exchanger

Accumulator

isolation valve

Electricpump

Motor

Hydraulic shutoff

Enginedrivenpump

A

systemreservoir

Return

No. 1fuel

tank


exchanger

Normalbrakes

Alternate Brakes Selector Valve

Alternatebrakes

737-300/400 HydraulicS h i B


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Schematic (specific to theaccumulator braking)

If A and Bhydraulic systempressure is lost,

the brakeaccumulator willsupply trapped

hydraulic fluid toeach main gearwheel. Enough

pressure exists in

the accumulatorfor approximatelysix brake

applications.Note:

Antiskid protectionis available during

accumulatorbraking.

Bsystem pressure

A

system pressure

Supply


Case drainreturn

Motor

Electricpump

Enginedrivenpump

Hydraulic shutoff

B

systemreservoir

Return

No. 2fuel

tank


exchanger

Accumulator

isolation valve

Electricpump

Motor

Hydraulic shutoff

Enginedrivenpump

A

systemreservoir

Return

No. 1fuel

tank


exchanger

Alternatebrakes

Normalbrakes

Alternate Brakes Selector Valve

P

Hydraulic brakepressure accumulator

See picture ofbrake accumulator


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Autobrake System

The autobrake system provides automatic braking upon landing when a pre-selecteddeceleration rate (1, 2, 3 or MAX) is chosen. It also provides automatic braking in thecase of a rejected takeoff (RTO) after a wheel speed of 90 knots is attained. Theautobrake system operates utilizing B system hydraulics only. If the B hydraulic

system is inoperative, the autobrake system is also inoperative. Antiskid protection isavailable during autobrake operation.


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Autobrake System

If automatic braking is desired upon landing, a deceleration rate must be selected while stillairborne. When a rate is selected, a self-test is initiated and the AUTOBRAKE DISARM lightwill not illuminate unless the system has detected a fault. After landing, autobrakeapplication begins when both forward thrust levers are retarded to idle and wheel speed ofat least one wheel on each main gear is greater than 60 knots. Autobrake pressure willgradually increase during the first three seconds after touchdown. The system will thenmaintain a constant deceleration rate and, if allowed, will bring the aircraft to a completestop unless braking is terminated by the pilot or a system fault is detected.


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Autobrake System

To maintain the selected deceleration rate, pressure from the autobrake system is reducedas additional drag (thrust reversers, spoilers) contributes to the total deceleration.

The following deceleration rates are provided:1 4 feet/second2

2 5 feet/second23 7.2 feet/second2MAX 14 feet/second2


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Autobrake System

If automatic braking is desired during a rejected takeoff, the AUTO BRAKE selectswitch must be positioned to RTO. After selecting RTO, the AUTO BRAKE DISARMlight will illuminate while the braking system performs a self-test. One to two secondslater, the light will extinguish if the self-test was successful.


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Autobrake System

To arm the RTO mode prior to takeoff, the following conditions must exist: AUTO BRAKE select switch must be in the RTO position. Aircraft must be on the ground. Autobrake and antiskid circuits must be operational. Both forward thrust levers must be positioned to idle. Wheel speed must be less than 60 knots.

After a successful test, the autobrake system is now in an unarmed waiting-mode.


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Autobrake System

When wheel speed is greater than 60 knots, RTO mode is now in a semi-armed mode.However, if the takeoff is rejected with a wheel speed between 60 and 90 knots, automaticbraking is not applied and the AUTO BRAKE DISARM light illuminates.

Once wheel speed is greater than 90 knots, the autobrake system is fully-armed. If thetakeoff is rejected and the forward thrust levers are retarded to idle, maximum braking(3,000 psi) is immediately applied to all four wheels. The system will bring the aircraft to acomplete stop unless braking is terminated by the pilot or a system fault is detected.


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Autobrake System

If the takeoff was normal and an RTO was not initiated, the RTO mode is automaticallydisarmed when the right main gear strut extends (air/ground sensing system in air-mode).When this occurs, the AUTO BRAKE DISARM light will not illuminate and the select switchmust manually be positioned to OFF. However, if a landing is made with the select switchstill in RTO, automatic braking will not occur and the AUTO BRAKE DISARM light willilluminate two minutes after touchdown.


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Antiskid Protection

Antiskid protection is provided in the normal and alternate brake systems. The typesof antiskid protection available include normal, touchdown, and locked wheel. Whenthe pilot depresses the brake pedals, the brake metering valves open and hydraulicfluid is directed to the brakes via the antiskid valves.


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Antiskid Protection

Normal brakes (B system hydraulics) provide each main gear wheel with individualantiskid protection. Therefore, each individual wheel has its own normal antiskidvalve. When the normal antiskid system detects a skid, the associated antiskid valvefor the affected wheel(s) reduces brake pressure until the skidding stops. Once theskidding has stopped, brake pressure is increased via the associated antiskid valve.


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Antiskid Protection

Alternate brakes (A system hydraulics) provide each main gear wheel pairs, instead ofindividual wheels, with antiskid protection. Therefore, each wheel pair has its ownalternate antiskid valve. The mated pairs are left and right inboard wheels, and left andright outboard wheels. When the alternate antiskid system detects a skid, the associatedantiskid valve for the affected pair reduces brake pressure until the skidding stops.Once the skidding has stopped, brake pressure is increased via the associated antiskidvalve.


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Antiskid Protection

Normal, touchdown and locked wheel antiskid protection are all available from thenormal antiskid system. However, touchdown and locked wheel protection are notavailable from the alternate antiskid system.


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Air/Ground Sense

Certain systems require electrical control depending upon the condition of the aircraft(airborne or on the ground). The condition of the aircraft is sensed by the landing gearair/ground sensors. There are two air/ground sensors installed on the aircraft. Themain gear sensor is located in the main gear wheel well and is connected to the rightmain gear via a teleflex cable. The nose gear sensor is located on the steering collar ofthe nose gear shock strut. The picture above indicates where the air/ground sensorsare located.

Teleflex cablefor main gearair/ground

sensor

Nose gearair/ground

sensor

See picture ofteleflex cable for maingear air/ground sense

See picture ofnose gear

air/ground sensor
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Parking Brake

The parking brake is set by depressing either the Captains or First Officers brake pedals

fully while simultaneously pulling the PARKING BRAKE lever aft. This mechanicallylatches the brake pedals in the depressed position and commands the parking brakevalve to close. The PARK BRAKE LIGHT will illuminate indicating the parking brake isset. The parking brake is released by depressing either the Captains or First Officers

brake pedals until the PARKING BRAKE lever releases.


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Nose Wheel Steering

Depressurization Valve

To depressurize the steering system, a lockout pin may be installed in the nose wheelsteering depressurization valve. This is useful if an aircraft is being towed while the A

hydraulic system is pressurized. Some airline operators may use the depressurization valveduring push-back from their boarding gate to ensure the safety of the ground personnel.

Documents

Landing Gear R 01